Railway-rail.



PATBNTED DEC. 1v1, 1906.

JAG.A LLBND0RPH. RAILWAY RAIL APPLICATION FILED 00T.23. 1905.

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JOHN O. ALLENDORPH, OF KANSAS CITY, MISSOURI.

RAILWAY-RAIL.

specicationof Letters Patent.

Patented Dec. 11, 1906.v

Application filed October 23, 1905. Serial No. 283,875.

To @ZZ whom it may concern/.-

Be it known that I, JOHN C. ALLENDORPH, a citizen of the United States,residing at Kansas City, in the county of Jackson and State of Missouri,have inventedcertain new and useful Improvements in Railway-Rails, ofwhichthe following is a specification.

My invention relates to railway-rails and is an improvement over myPatent No. 762,373.

The present invention embraces all of the features of advantageenumerated in the patent referred to and also the additional features ofadvantage hereinafter pointed out.

The invention embodies a two-piece rail consisting of a main rail, whichis hollow throughout its entire length, and a supplemental rail, whichfits into and supports the hollow'rail, said supplemental railpreferably extending throughout the length of themain rail. Thisconstruction admits of the main rail, which is subjected'to all of thewear incident to trains traveling thereover, being o made considerablyharder than usual to better withstand the wear to which it is subjected.

By combining more than the customary amount of carbon with the otheringredients composing the main rail the latter is made harder than usualand will not wear so rapidly as a softer rail. The danger of breakingthe rail, however, is proportionally increased; but the additional riskmay be safely assumed, because the supplemental rail, which is softerand more pliable than the main rail, will reliably hold the broken partsin alinement, so that a train may safely pass over them.

Vhile the first cost of constructing a track with my improved rails willbe somewhat greater than usual, the cost of maintenance will be less,because the' main rails being harder will last longer, and when finallyit becomes necessary to replace one this can be done withoutascertaining the gage, as the latter will be maintained by thesupplemental rails, which being exposed to but little or no wear willlast an indefinite period of time and will seldom have to be removedfrom the ties. Hence they dll maintain the proper gage between therails.

In order that the invention may be fully understood, reference will nowbe made to the accompanying drawings, in which- Figure 1 represents aperspective view of a portion of track constructed of my improved rail.Fig. 2 is an enlarged transverse section of the rail.

same. A

In said drawings, l designates themain rail, which consists of a pair ofoppositelyextending base members' 2, formed integral at their inner endswith a pair of upwardlyextending web members 3, united' at the-ir upperends by a ball 4. y y

5 designates a groove centrally disposed between the web members andextending vertically from the bases of the latter to the lower portionof ball 4, as shown in Fig. 2. Thisconstruction is similar to thatdisclosed in Patent No. 762,373, with the exception that groove 5extends through the entire length of the main rail, as shown in Fig. 3.

6 designates a supplemental rail o f inverted- T form in crosssection,consisting of a base-plate 7 and a centrally-disposed tongue 8, whichlatter preferably fits snugly within groove 5 and extends throughout thelength of the supplemental rail, as shown in Fig. 3. The sides ofbase-plate 7 project-beyond the outer sides of base members-2 and areprovided with perforations 9 for the reception of spikes 10, the headsof whicheverlap base members 2, as shown in Fig. 1, and thus reliablyhold both the main rail and the supplemental rail to the ties 1l. Themain rail and the supplemental rail are further reliably securedtogether by means of bolts 12 and clamping-nuts 13, the former of whichextend through vertically-registering holes 14 15 in base members 2 andthe base-plate 7, respectively. These holes arel preferably arrangedmidway between the perforations 9, so that the heads of bolts 12 willcome between the ties, and thus avoid the necessity of countersinkingthem in said ties. This arrangement also permits of replacing the boltswhen necessary without removingthe rails from the ties. Clamping-nuts 13engage the upper threaded ends of bolts 12, and in order that the undersides of said clamping-nuts may have square bearing-surfaces I interposewedge-shaped washers 16 between them and the upper surfaces of the basemembers 2, as clearly shown in Fi 2.

The supplemental rails, in a dition to being secured to the ties withspikes 10, are secured to said ties with additional spikes 17, so thatwhen a main rail becomes worn or broken it may be replaced by removingspikes 10 and bolts 12, the object being to permanently securethesupplemental rails to Fig. 3 is a longitudinal-section'of IOO ' the tieswith spikes 17, so that said supplemental rails will always maintain theproper gage between the two lines of rails forming the track.

In laying the track the abutting ends ofthe supplemental rails arearranged midway between the ends of the main rails, as shown in Fig. 3,so that the joints of said main and supplemental rails will' notregister.' By thus breaking joints between the main and supplementalrails the ends of the main rail will rest upon the solid portions of thebaseplate 7. Consequently said ends will at all times be reliably heldin alinement and one will be prevented Jfrom sinking lower than theabutting end of the adjacent rail. The ends of the main rails are alsoreliably secured to tongues 8 of the sup lemental rails by means ofbolts 18. Spiles 10 extend through perforations 9 and prevent thesupplemental rails from creeping on the ties, while bolts 12 and 18 willprevent the main rails from creeping on the supplemental rails.Consequently this source of danger and annoyanceis avoided. As myimproved rail is of less height than the standard rail and has a muchbroader base than the latter, accidents due to spreading or turning ofthe rails will be avoided, and as the main rail contains less steel thana standard rail it is obvious that the cost of maintaining a trackconstructed with my rails will be less, as of course the main rails arethe only ones which will have to be replaced.

Ha ving thus described my invention, what I claim, and desire to secureby Letters Patent, is

1. A two-piece rail consisting of a mainy rail having a groove extendingthroughout its entire length, base members forming the l lower portionsof said rail and provided with bolt-holes, a supplemental T-shaped railfor supporting said main rail, a tongue extending throughout the lengthof said supplemental rail and fitting snugly within the groove, abase-plate forming the lower portion of said supplemental rail andunderlying the base members of the main rail, said base-plate extendingbeyond the sides of the base. members and having bolt-holes registeringwith those in said base members, bolts extending through the registeringholes for holding the base members upon the base-plate, and meansengaging the extensions for securing the supplemental rail independentlyof the main rail.

2. A two-piece rail consisting of a main rail having a groove extendingthroughout its entire length, `base vmembers forming the lower portionof said rail, a supplemental T- shaped rail for supporting said mainrail,a

tongue extending throughout the length of said supplemental rail anditting within the groove, a base-plate forming the lower portion of saidsupplemental rail and underlying the base members of the main rail,extensions on said base-plate projecting beyond the sides of the basemembers and provided with perforations, means for securing the basemembers to the base-plate, and spikes extending through the perforationsfor securing the supplemental rail independently of the main rail.

In testimony whereof I affix my signature in the presence of twowitnesses.

JOHN C. ALLENDORPH.

Witnesses:

J. W. BOLING, F. G. FISCHER.

